I tend to turn high final. Slipping my ASW 24 with full dive brakes steepens the approach significantly with little drama. If it's a short final, a slipping turn lets me start sooner. I slipped my 201 Libelle with smaller dive brakes all the time. Hardly ever my LS-3 because the brakes were so effective. A slip also allows moving laterally using more or less aileron to slide into position when the runway approach is unobstructed but the approach to the parallel taxiway is not quite so clear, as is the case at several East Coast airports I've flown out of.

I use S turns when I want to do the opposite: i.e., I've turned high final and do NOT want to lose a lot of altitude quickly. For example, when allowing another, lower glider to turn in ahead of me and land long (not uncommon at a site like New Castle when multiple gliders are finishing at different altitudes all needing the same runway). I also use S turns occasionally to check out a field when I'm landing out. And to lose altitude in front of a hill blocking a normal approach. S turns--taught as part of the standard course when I learned how to fly in the 60s--means never losing sight of the landing spot and are much preferred/safer compared with a 360 on final. If a 90 degree turn base to final is safe, I'm not sure why one or more 180 degree S turns at a higher altitude aren't just as safe so long as they're coordinated and the speed is controlled. Actually it's usually slightly more than 180 degrees when the objective is to descend slowly while not getting closer to the landing spot. And I usually have short intervals of straight flight between the turns so it's not one continuous series of rolling back and forth.

Just my opinion.

Chip Bearden